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76-430: [REDACTED] Map of the entire Metro-North Railroad system. This schematic is not to scale. The Metro-North Commuter Railroad Company ( reporting mark MNCW ), also branded as MTA Metro-North Railroad and commonly called simply Metro-North , is a suburban commuter rail service operated by the Metropolitan Transportation Authority (MTA), a public authority of the U.S. state of New York . Metro-North serves

152-674: A 2-digit code indicating the vehicle's register country . The registered keeper of a vehicle is now indicated by a separate Vehicle Keeper Marking (VKM), usually the name of the owning company or an abbreviation thereof, which must be registered with the Intergovernmental Organisation for International Carriage by Rail (OTIF) and the European Union Agency for Railways (ERA) and which is unique throughout Europe and parts of Asia and Northern Africa. The VKM must be between two and five letters in length and can use any of

228-550: A complete overhaul as part of the Enhanced Station Initiative and would be entirely closed for up to 6 months. Updates would include cellular service, Wi-Fi, USB charging stations, interactive service advisories, and maps. The Harlem and Hudson lines and the Park Avenue mainline to Grand Central were previously owned by Midtown TDR Ventures LLC, who bought them from the corporate successors to Penn Central. The MTA had

304-618: A diesel train powered by Brookville BL20-GH locomotives. Electric service on the Hudson and Harlem lines uses M3 and M7 MU cars. The New Haven Line is unique in that trains use both third rail and 12.5 kV AC from overhead catenary . The line from Grand Central Terminal to Mount Vernon East uses third rail, while the section from Pelham east to New Haven State Street, which is 58 miles (93 km), uses overhead catenary. These electrification systems overlap between Mount Vernon East and Pelham stations and trains change power systems from one to

380-461: A hyphen. Some examples: When a vehicle is sold it will not normally be transferred to another register. The Czech railways bought large numbers of coaches from ÖBB. The number remained the same but the VKM changed from A-ÖBB to A-ČD. The UIC introduced a uniform numbering system for their members based on a 12-digit number, largely known as UIC number . The third and fourth digit of the number indicated

456-639: A joint agreement between MTA and CTDOT, with the agencies paying for 33.3% and 66.7% of costs respectively. CTDOT pays more because most of the line is in Connecticut. The New Haven Line has three branches in Connecticut: the New Canaan Branch , Danbury Branch and Waterbury Branch . At New Haven, CTDOT runs two connecting services, the Shore Line East connecting service continues east to New London , and

532-758: A lease extending to the year 2274 and an option to buy starting in 2017. The MTA exercised their option to buy what was now Argent Ventures' rail assets on November 13, 2018. Under the terms of the deal, the MTA purchased Grand Central Terminal, as well as the Hudson Line from Grand Central to a point 2 miles (3.2 km) north of Poughkeepsie, and the Harlem Line from Grand Central to Dover Plains. Most services running into Grand Central Terminal are electrically powered. Diesel trains into Grand Central use General Electric P32AC-DM electro-diesel locomotives capable of switching to

608-685: A predecessor of the CNW, from which the UP inherited it. Similarly, during the breakup of Conrail , the long-retired marks of the Pennsylvania Railroad (PRR) and New York Central Railroad (NYC) were temporarily brought back and applied to much of Conrail's fleet to signify which cars and locomotives were to go to CSX (all cars labeled NYC) and which to Norfolk Southern (all cars labeled PRR). Some of these cars still retain their temporary NYC marks. Because of its size, this list has been split into subpages based on

684-639: A pure electric mode. These locomotives have contact shoes compatible with Metro-North's under-running 750 V DC third rail power distribution system. Shoreliner series coaches are used in push-pull operation. On the Hudson Line, local trains between Grand Central and Croton–Harmon are powered by third rail. Through trains to Poughkeepsie are diesel powered and do not require a change of locomotive at Croton-Harmon. The Harlem Line has third rail from Grand Central Terminal to Southeast and trains are powered by diesel north to Wassaic . At most times, passengers between Southeast and Wassaic must change at Southeast to

760-752: Is diesel only. Power is collected from the bottom of the third rail as opposed to the top, used by other third rail systems, including the Long Island Rail Road and New York City Subway. This system is known as the Wilgus-Sprague third rail, and the SEPTA Market–Frankford Line in Philadelphia and Metro-North are the only two systems in North America that use it. It allows the third rail to be completely insulated from above, thus decreasing

836-786: Is operated under contract with the Connecticut Department of Transportation . Metro-North works under contract with New Jersey Transit for the west-of-hudson lines located in New Jersey and New York. Metro-North also provides local rail service within the New York City boroughs of Manhattan and the Bronx . Metro-North is the descendant of commuter rail services dating back as early as 1832. By 1969, they had all been acquired by Penn Central . MTA acquired all three lines by 1972, but Penn Central continued to operate them under contract. Service

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912-591: The Hartford Line service continues north to Hartford , and Springfield, Massachusetts . Amtrak operates inter-city rail service along the New Haven and Hudson Lines. The New Haven Line is part of Amtrak's Northeast Corridor . Amtrak's Northeast Regional runs from New Rochelle to New Haven, while Stamford and New Haven are also served by the high-speed Acela . At New Haven, the New Haven Line connects to

988-598: The Hartford and New Haven Railroad , which provided routes to Hartford , Springfield, Massachusetts, and eventually Boston . The two roads merged in 1872 to become the NYNH&;H, growing into the largest passenger and commuter carrier in New England. In the early 20th century, the NYNH&H came under the control of J.P. Morgan . Morgan's bankroll allowed the NYNH&H to modernize by upgrading steam power with both electric (along

1064-526: The New York Metropolitan Area , running service between New York City and its northern suburbs in New York and Connecticut , including Port Jervis , Spring Valley , Poughkeepsie , Yonkers , New Rochelle , Mount Vernon , White Plains , Southeast and Wassaic in New York and Stamford , New Canaan , Danbury , Bridgeport , Waterbury , and New Haven in Connecticut. Service in Connecticut

1140-971: The Pascack Valley Line . The Port Jervis Line is accessed from two NJ Transit lines, the Main Line and the Bergen County Line . The Port Jervis Line terminates in Port Jervis, New York, and the Pascack Valley line in Spring Valley, New York, in Orange and Rockland Counties, respectively. Trackage on the Port Jervis Line north of the Suffern Yard is leased from the Norfolk Southern Railway by

1216-643: The TTX Company (formerly Trailer Train Company) is named for its original reporting mark of TTX. In another example, the reporting mark for state-funded Amtrak services in California is CDTX (whereas the usual Amtrak mark is AMTK) because the state transportation agency ( Caltrans ) owns the equipment used in these services. This may also apply to commuter rail, for example Metrolink in Southern California uses

1292-749: The state highway system. It oversees the Shore Line East and Hartford Line commuter rail systems under the CTrail brand, and owns the Connecticut section of the New Haven Line used by Metro-North Railroad and Amtrak Northeast Corridor services. CTDOT also oversees the CTtransit bus system, as well as the CTfastrak bus rapid transit service. Prior to the establishment of the Connecticut Airport Authority in 2011, CTDOT had previously overseen

1368-470: The 1850s and 1860s, was originally part of the Erie's mainline from Jersey City to Buffalo, New York. The Pascack Valley Line was built by the New Jersey and New York Railroad , which became a subsidiary of the Erie. Trains that service Port Jervis formerly continued to Binghamton and Buffalo, New York (today used only by freight trains), while Pascack Valley service continued to Haverstraw, New York . In 1956,

1444-504: The 26 letters of the Latin alphabet . Diacritical marks may also be used, but they are ignored in data processing (for example, Ö is treated as though it is O ). The VKM is preceded by the code for the country (according to the alphabetical coding system described in Appendix 4 to the 1949 convention and Article 45(4) of the 1968 convention on road traffic), where the vehicle is registered and

1520-645: The Amtrak New Haven–Springfield Line . The Hudson Line is part of the Empire Corridor , and the Yonkers, Croton-Harmon, and Poughkeepsie stations are all served by Amtrak as well as Metro-North. Freight trains operate over Metro-North lines, though the company itself does not operate freight services. The Hudson Line connects with the Oak Point Link and is the main route for freight to and from

1596-576: The Boston and Albany to Albany , Boston , Vermont , and Canada . On April 1, 1873, the New York and Harlem Railroad was leased by Cornelius Vanderbilt , who added the railroad to his complex empire of railroads , which were run by the NYC. Grand Central Depot, built in 1871, served as the southern terminus of NYC's Harlem and Hudson Divisions; it would be replaced by Grand Central Station in 1900, and by Grand Central Terminal in 1913. The Boston and Albany came under

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1672-530: The Bronx and Long Island. Freight railroads CSX , CP Rail , P&W , and Housatonic Railroad have trackage rights on sections of the system. See Rail freight transportation in New York City and Long Island . Metro-North provides service west of the Hudson River on trains from Hoboken Terminal , New Jersey, jointly run with NJ Transit under contract. There are two branches: the Port Jervis Line and

1748-714: The Erie Railroad began coordinated service with rival Delaware, Lackawanna, and Western Railroad , and in 1960 they formed the Erie Lackawanna . Trains were rerouted to the Lackawanna's Hoboken Terminal in 1956–1958. Passenger rail in the United States began to falter after World War II. Commuter services historically had always been unprofitable, and were usually subsidized by long-distance passenger and freight services. As these profits disappeared, commuter services usually were

1824-592: The Harlem, Hudson and New Haven Lines on January 1, 1983 and merged them into the Metro-North Commuter Railroad. Metro-North took over the former Erie Lackawanna services west of the Hudson and north of the New Jersey state line. Since those lines are physically connected to NJ Transit, operations were contracted to NJ Transit with Metro-North subsidizing the service and supplying equipment. In preparation for

1900-544: The Hudson River in New York are owned and operated by Metro-North, except Suffern , which is owned and operated by NJ Transit. In partnership with NY Waterway, Metro-North also provides ferry service across the Hudson River to Ossining station and Beacon station , with the Haverstraw–Ossining Ferry and Newburgh–Beacon Ferry respectively. Most of the trackage east of the Hudson River and in New York State

1976-551: The LIRR. The New Haven Railroad's trustees initially opposed New York Central's takeover of the New Haven Line, as they felt that the $ 140 million offer for the New Haven Line was too low. After some discussion, the trustees decided to continue operating the New Haven Line, but only until June 1967. In 1968, following the Erie Lackawanna's example, the NYC and its rival the Pennsylvania Railroad formed Penn Central Transportation with

2052-417: The MTA also entered into a long-term lease of Penn Central's Hudson, Harlem, and New Haven Lines. Penn Central continued to operate the now-subsidized lines under contract to the MTA. In April 1970, Rockefeller proposed that the state take over the Hudson and Harlem Lines, and the next month, he signed a bond issue that provided $ 44.4 million in funding to these lines. The MTA and ConnDOT took over ownership of

2128-495: The MTA and the United Transportation Union (UTU) broke off, Metro-North employees went on strike. Commuters were left to carpool or use shuttle buses running to subway stations in the Bronx. Metro-North wanted to eliminate minimum staffing requirements and wanted the complete freedom to assign crews–a demand that the employees would not agree to. This was the first strike to shut down the New Haven, Harlem, and Hudson at

2204-470: The MTA's "Mail&Ride" program where monthly passes are delivered by mail. There is a discount for buying tickets online and through Mail&Ride. A surcharge is added if a ticket is purchased on a train. Ticket types available include One-way, Round-trip (two One-way tickets), 10-trip, Weekly (unlimited travel for one calendar week), Monthly (unlimited travel for one calendar month), and special student and disabled fare tickets. MetroCards are available on

2280-577: The MTA, but NJ Transit owns all of the Pascack Valley Line, including the portion in Rockland County, New York . Most stops for the Port Jervis and Pascack Valley Lines are in New Jersey, so NJ Transit provides most of the rolling stock and all the staff; Metro-North supplies some equipment. Metro-North equipment has been used on other NJ Transit lines on the Hoboken division. All stations west of

2356-585: The MTA. Three lines provide passenger service on the east side of the Hudson River to Grand Central Terminal in Manhattan : the Hudson , Harlem , and New Haven Lines . The Beacon Line is a freight line owned by Metro-North but is not in service. The Hudson and Harlem Lines terminate in Poughkeepsie and Wassaic , New York, respectively. The New Haven Line is operated through a partnership between Metro-North and

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2432-520: The NYC, the NYNH&H, and the Erie Lackawanna had to maintain service on these lines. Mergers between railroads were seen as a way to curtail these issues by combining capital and services and creating efficiencies. In February 1965, New York Governor Nelson Rockefeller and Connecticut Governor John N. Dempsey jointly suggested that operations of the New Haven Line, the New Haven Railroad 's struggling commuter rail operation, be transferred to

2508-562: The New Haven Line in January 1971. In May 1972, the MTA also gained ownership of the Hudson and Harlem Lines. Penn Central continued to operate all three routes under contract. As part of its plan to modernize the commuter lines, the MTA ordered high-speed "Cosmopolitan" railcars for the New Haven Line as well as for the Hudson and Harlem Lines. After a series of delays and derailments in mid-1972, which involved Penn Central trains near Grand Central Terminal, Chairman Ronan expressed his disapproval of

2584-569: The New Haven Line) and diesel power (branches and lines to eastern and northern New England). The NYNH&H saw much profitability throughout the 1910s and 1920s until the Great Depression of the 1930s forced it into bankruptcy. Commuter services west of the Hudson River, today's Port Jervis and Pascack Valley lines, were initially part of the Erie Railroad . The Port Jervis Line, built in

2660-508: The New Haven Line, including the New Canaan, Danbury, and Waterbury branches, was owned by the New York, New Haven and Hartford Railroad (NYNH&H). These branches were started in the 1830s with horse-drawn cars, later replaced by steam engines, on a route that connected Lower Manhattan to Harlem . Additional lines started in the mid-19th century included the New York and New Haven Railroad and

2736-564: The New York Central Railroad as part of a plan to prevent the New Haven Railroad from going bankrupt. If the operational merger occurred, the proposed Metropolitan Commuter Transit Authority (MCTA; now Metropolitan Transportation Authority, or MTA) and the existing Connecticut Department of Transportation (ConnDOT) would contract with New York Central to operate the New Haven Line to Grand Central Terminal. Due to growing debts,

2812-686: The New York State Department of Transportation announced that the Newburgh–Beacon Shuttle would be developed in conjunction with Metro-North, running from the Beacon station on the Hudson Line to the Newburgh park-and-ride on Route 17K . Metro-North spent the better part of its early days updating and repairing its infrastructure. Stations, track, and rolling stock all needed to be repaired, renovated, or replaced. The railroad succeeded and by

2888-462: The North American rail industry. Under current practice, the first letter must match the initial letter of the railroad name. As it also acts as a Standard Carrier Alpha Code , the reporting mark cannot conflict with codes in use by other nonrail carriers. Marks ending with the letter "X" are assigned to companies or individuals who own railcars, but are not operating railroads; for example,

2964-476: The State of Connecticut. The Connecticut Department of Transportation (CTDOT) owns the tracks and stations within Connecticut, and finances and performs capital improvements. MTA owns the tracks and stations and handles capital improvements within New York State. MTA performs routine maintenance and provides police services for the entire line, its branches and stations. New cars and locomotives are typically purchased in

3040-657: The VKM BLS. Example for an "Einheitswagen" delivered in 1957: In the United Kingdom, prior to nationalisation, wagons owned by the major railways were marked with codes of two to four letters, these codes normally being the initials of the railway concerned; for example, wagons of the Great Western Railway were marked "G W"; those of the London, Midland and Scottish Railway were marked "L M S", etc. The codes were agreed between

3116-466: The acquiring company discontinues the name or mark of the acquired company, the discontinued mark is referred to as a "fallen flag" railway. Occasionally, long-disused marks are suddenly revived by the companies which now own them. For example, in recent years, the Union Pacific Railroad has begun to use the mark CMO on newly built covered hoppers, gondolas and five-bay coal hoppers. CMO originally belonged to Chicago, St. Paul, Minneapolis and Omaha Railway ,

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3192-409: The chances of a person being electrocuted by coming in contact with the rail. It also reduces the impact of icing in winter. The Hudson, Harlem and New Haven lines and the New Canaan branch and all passenger rolling stock is equipped with cab signalling , which displays the appropriate block signal in the engineer's cab. All rolling stock is equipped with Automatic Train Control (ATC), which enforces

3268-435: The development and operation of Connecticut's state-owned airports, including Bradley International Airport . Prior to the establishment of the Connecticut Port Authority in 2014, CTDOT had previously overseen maritime issues and the state-owned pier in New London . [REDACTED] Media related to Connecticut Department of Transportation at Wikimedia Commons This article about transportation in Connecticut

3344-424: The federal government, the same year. Many of the other Northeastern railroads, including the Erie Lackawanna, followed Penn Central into bankruptcy, and so they had been merged into Conrail. However, the handover to private owners did not happen. In March 1981, the administration of President Ronald Reagan suggested that struggling Conrail commuter operations across five states be transferred to state agencies. At

3420-448: The first letter of the reporting mark: A railway vehicle must be registered in the relevant state's National Vehicle Register (NVR), as part of which process it will be assigned a 12-digit European Vehicle Number (EVN). The EVN schema is essentially the same as that used by the earlier UIC numbering systems for tractive vehicles and wagons , except that it replaces the 2-digit vehicle owner's code (see § Europe 1964 to 2005 ) with

3496-438: The first to be affected. Many railroads began to gradually discontinue their commuter lines after the war. By 1958, the NYC had already suspended service on its Putnam Division, while the newly formed Erie Lackawanna, in an effort to make a successful merger, began to prune some of its commuter services. Most New Yorkers still chose the train as their primary means of commuting, making many of the other lines heavily patronized. Thus

3572-415: The hope of revitalizing their fortunes. In 1969 the bankrupt NYNH&H was also combined into Penn Central by the Interstate Commerce Commission . However, this merger eventually failed, due to large financial costs, government regulations, corporate rivalries, and lack of a formal merger plan. In 1970 Penn Central declared bankruptcy, at the time the largest corporate bankruptcy ever declared. The same year,

3648-408: The information with other railroads and customers. In multinational registries, a code indicating the home country may also be included. The Association of American Railroads (AAR) assigns marks to all carriers, under authority granted by the U.S. Surface Transportation Board , Transport Canada , and Mexican Government. Railinc , a subsidiary of the AAR, maintains the active reporting marks for

3724-424: The mid 90s gained both respect and monetary success, according to the MTA's website. 2006 was the best year for the division, with a 97.8% rate of on-time trains, record ridership (76.9 million people), and a passenger satisfaction rating of 92%. In December 2017, the MTA announced that the Metro-North Railroad stations at White Plains , Harlem–125th Street , Crestwood , Port Chester , and Riverdale , would receive

3800-467: The next few years commuter lines under the control of Conrail were gradually taken over by state agencies such as the newly formed NJ Transit in New Jersey, the established SEPTA in southeastern Pennsylvania, and Massachusetts Bay Transportation Authority in Boston. In March 1982, the MTA announced it would take over the Harlem, Hudson, and New Haven Lines as long as there was no extra operating cost involved. The MTA and ConnDOT officially took control of

3876-401: The north of Peekskill, such as Poughkeepsie, were considered to be long-distance services. The other major commuter line was the Putnam Division running from 155th Street in upper Manhattan (later from Sedgwick Avenue in the Bronx ) to Brewster, New York . Passengers would transfer to the IRT Ninth Avenue Line for midtown and lower Manhattan . From the mid-19th century until 1969,

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3952-400: The only official reporting marks registered and recognized on AEI scanner tags is 'MNCW'. Rolling stock owned by the Connecticut Department of Transportation bears the CTDOT seal and either the New Haven ("NH") logo or the MTA logo and is identified using the reporting mark 'CNDX'. Metro-North offers many different ticket types and prices depending on the frequency of travel and distance of

4028-401: The other while running between the stations. Multi-system M8 railcars equipped with third rail shoes and pantographs are used for electric service on the line. The New Canaan Branch also uses overhead catenary. The Danbury Branch was electrified, but became a diesel line in 1961. The Waterbury Branch, the only east-of-Hudson Metro-North service which has no direct service to Grand Central,

4104-444: The owner of a reporting mark is taken over by another company, the old mark becomes the property of the new company. For example, when the Union Pacific Railroad (mark UP) acquired the Chicago and North Western Railway (mark CNW) in 1995, it retained the CNW mark rather than immediately repaint all acquired equipment. Some companies own several marks that are used to identify different classes of cars, such as boxcars or gondolas. If

4180-405: The owner, or more precisely the keeper of the vehicle. Thus each UIC member got a two-digit owner code . With the introduction of national vehicle registers this code became a country code. Some vehicles had to be renumbered as a consequence. The Swiss company BLS Lötschbergbahn had the owner code 63. When their vehicles were registered, they got numbers with the country code 85 for Switzerland and

4256-462: The ownership of NYC in 1914. NYC's four-track Water Level Route paralleled the Hudson River, Erie Canal, and Great Lakes on a route from New York to Chicago via Albany. It was fast and popular due to the lack of any significant grades. The section between Grand Central and Peekskill, New York , the northernmost station in Westchester County , became known as the NYC's Hudson Division, with frequent commuter service in and out of Manhattan. Stations to

4332-416: The passenger railroad system totaling 385 miles (620 km) of route . It is the second busiest commuter railroad in North America in terms of annual ridership, behind the Long Island Rail Road and ahead of NJ Transit (both of which also serve New York City). As of 2018, Metro-North's budgetary burden for expenditures was $ 1.3 billion, which it supports through the collection of taxes and fees. In 2023,

4408-426: The railroad $ 1.3 million. Richard Ravitch, the MTA Chairman, asked President Reagan to seek legislation to place the dispute under the law of New York State. Even though Metro-North was a state agency, the workers remained under federal law because Conrail was a federal agency. Reagan had turned down a request by Governor Mario Cuomo to intervene, but indicated that he would listen if a congressionally approved proposal

4484-418: The railroad would have to cease operating passenger trains on the New Haven Line if nothing was done. A joint report from both agencies, released in September of that year, recommended that the line be leased to New York Central for 99 years, with the MCTA and CTA acting as agents for both states. In October, the MCTA found that the New Haven Line's stations and infrastructure were even more decrepit than those of

4560-449: The railways and registered with the Ministry of Railways , Government of India . Connecticut Department of Transportation The Connecticut Department of Transportation (officially referred to as CTDOT, occasionally ConnDOT, and CDOT in rare instances) is responsible for the development and operation of highways , railroads , mass transit systems, ports and waterways in Connecticut . CTDOT manages and maintains

4636-444: The railways and registered with the Railway Clearing House . In India, wagons owned by the Indian Railways are marked with codes of two to four letters, these codes normally being the initials of the railway divisions concerned along with the Hindi abbreviation; for example, trains of the Western Railway zone are marked "WR" and "प रे"; those of the Central Railway zone are marked "CR" and "मध्य", etc. The codes are agreed between

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4712-609: The reporting mark SCAX because the equipment is owned by the Southern California Regional Rail Authority —which owns the Metrolink system—even though it is operated by Amtrak. This is why the reporting mark for CSX Transportation , which is an operating railroad, is CSXT instead of CSX. Private (non-common carrier) freight car owners in Mexico were issued, up until around 1990, reporting marks ending in two X's, possibly to signify that their cars followed different regulations (such as bans on friction bearing trucks) than their American counterparts and so their viability for interchange service

4788-425: The reverse side of the Round-trip, Weekly, and Monthly tickets. Reporting mark In North America , the mark, which consists of an alphabetic code of two to four letters, is stenciled on each piece of equipment, along with a one- to six-digit number. This information is used to uniquely identify every such rail car or locomotive, thus allowing it to be tracked by the railroad it is traveling over, which shares

4864-422: The ride. While the fare policies of the east of Hudson and west of Hudson divisions are essentially the same, west of Hudson trains are operated by NJ Transit using its ticketing system. Tickets may be bought from a ticket office at stations, ticket vending machines (TVMs), online through the "WebTicket" program or through apps for iOS and Android devices, or on the train. Monthly tickets may be bought through

4940-425: The same time since January 1961. The UTU also went on strike against NJ Transit, which took over Conrail lines in New Jersey, and against SEPTA in Philadelphia. Two weeks into the strike, Metro-North President Peter Stangl estimated that it lost $ 80,000 a week due to the strike. The chairman of the MTA's finance committee, Stephen Berger, feared that Metro-North would lose 5% of its pre-strike ridership of 90,000–costing

5016-537: The speed dictated by the cab signal by a penalty brake application should the engineer fail to obey it. There are no intermediate wayside signals between interlockings: operation is solely by cab signal. Wayside signals remain at interlockings. These are a special type of signal, a go, a slow or a stop signal. They do not convey information about traffic in the blocks ahead – the cab signal conveys block information. Metro-North began upgrading its Operations Control Center in Grand Central Terminal in 2008. All control hardware

5092-434: The system had a ridership of 60,569,700, or about 235,300 per weekday as of the third quarter of 2024. The MTA has jurisdiction, through Metro-North, over railroad lines on the western and eastern portions of the Hudson River in New York. Service on the western side of the Hudson is operated by NJ Transit under contract with the MTA. Additionally, connecting ferry service is operated by NY Waterway , also under contract with

5168-445: The takeover, Metro-North was created as a division of the MTA, with Peter Stangl as president. Once under the MTA's control, the agency planned to phase in capital improvements over the following five years. As part of the transition, the MTA needed to negotiate new labor contracts with the 17 unions representing 5,000 Conrail employees who would become MTA employees and had to negotiate the transfer of most of Conrail's assets. Much work

5244-415: The time, Conrail was being floated by the federal government as a private for-profit freight-only carrier. Even with state subsidies, the federal government did not want Conrail to take on the operating costs of the commuter lines, which it was relieved from by the Northeast Rail Service Act of 1981 . Thus, it became essential that state-owned agencies both operate and subsidize their commuter services. Over

5320-445: The way Penn Central was running its railroads. He said that the proportion of trains running on schedule had declined after Penn Central had inherited the Hudson, Harlem, and New Haven Lines in 1968. In 1976, Congress awarded the MTA "temporary" funding so the LIRR and Penn Central commuter routes could be handed over to local private operators. The bankrupt Penn Central's commuter routes were taken over by Conrail , an entity created by

5396-480: Was impaired. This often resulted in five-letter reporting marks, an option not otherwise allowed by the AAR. Companies owning trailers used in trailer-on-flatcar service are assigned marks ending with the letter "Z", and the National Motor Freight Traffic Association , which maintains the list of Standard Carrier Alpha Codes, assigns marks ending in "U" to owners of intermodal containers . The standard ISO 6346 covers identifiers for intermodal containers. When

5472-555: Was issued. The strike lasted six weeks, and ended on April 18 when the two sides agreed to binding arbitration. The first major project undertaken by Metro-North was the extension of the third-rail electrification on the Harlem line from North White Plains to a new station at Brewster North (since renamed Southeast ). This was completed in 1984. During the late 1980s and early 1990s, all wayside signals that did not protect switches and interlockings north of Grand Central were removed and replaced by modern cab signaling . In October 1998,

5548-616: Was needed in reorganization, as significant business success would not appear for at least two decades, following the faltering railroad industry in the 1970s. Conrail and later Metro-North had decided to trim whatever services they felt were unnecessary. A significant portion of the old New York Central Central Harlem line between Millerton and Chatham , New York was abandoned by Conrail, leaving northeastern Dutchess and Columbia counties with no rail transportation. Most commuter lines were kept in service although they were in much need of repair. On March 7, 1983, after labor negotiations between

5624-871: Was replaced and software upgrades were performed. The new OCC at Grand Central opened over the weekend of July 18, 2010. Most of the rolling stock on west-of-Hudson lines consists of Metro-North owned and marked Comet V cars, although occasionally other NJ Transit (NJT) cars are used as the two railroads pool equipment. The trains are also usually handled by EMD GP40FH-2 , GP40PH-2 , F40PH-3C , Alstom PL42AC , or Bombardier ALP-45DP locomotives, although any Metro-North or NJ Transit diesel can show up. Metro-North owned and marked equipment operated by NJ Transit can also be seen on other NJ Transit lines. The Metro-North Railroad uses an electric fleet of M3A , M7A , and M8 electric multiple units . Multiple diesel locomotives and push-pull coaches are in use as well. Although Metro-North uses many abbreviations (MNCR, MNR, MN, etc.)

5700-519: Was transferred to Conrail in 1976, when it absorbed most of Penn Central's railroad functions after Penn Central's bankruptcy. The system took its current form in 1983, when the MTA took over direct operation of Conrail's commuter services in the northern portion of the Tri-State Area and formed Metro-North to run them. There are 124 stations on Metro-North Railroad's five active lines, which operate on more than 787 miles (1,267 km) of track, with

5776-637: Was under the control of the New York Central Railroad (NYC). The NYC initially operated three commuter lines, two of which ran into Grand Central Depot (now Grand Central Terminal ). Metro-North's Harlem Line was initially a combination of trackage from the New York and Harlem Railroad and the Boston and Albany Railroad , running from Manhattan to Chatham, New York in Columbia County . At Chatham, passengers could transfer to long-distance trains on

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